Aryan95614/aerograph-asrs huggingface dataset:
Aircraft: EMB ERJ 145 ER/LR
Phase of flight: Takeoff / Launch
Anomaly: Aircraft Equipment Problem Critical

Upon rotation; [we heard a] massive loud vibration that continued for awhile. Captain looks at me and says; 'That was probably a blown tire. We kept the gear down but completed after takeoff checklist and contacted Departure. Departure greeted us with a new altitude clearance and vector to the west. Captain informed them of the blown tire and requested vectors for flyby and return. We ran the QRH for blown tire; changed destination; sent ACARS message to Dispatch. On the flyby; Tower informed us the right inboard main was the blown tire. We informed them we would like to burn some fuel to lighten up. Further information received from ground operations inspecting the runway; led us to believe that we may have blown both right mains as well as had a brake lockup. We decided to call Maintenance with this information to see if they could offer any further guidance but were unable to reach them at 4;000 MSL. Dispatch informed us that SELCAL frequency was unmonitored so we requested a climb to contact Maintenance Control. Captain and I both agreed we wanted light; slow; and small amount of fuel for landing and agreed upon 1;000 LBS. After conversing with Maintenance; Tower; and ARF personnel; we commenced the final approach. Captain and I both agreed he should make the landing. Landing was executed perfectly and smoothly. Upon stopping the aircraft; we made sure the ARF personnel were at the plane; and evacuated with them helping the passengers off the aircraft. We; the crew; were the last off the plane. There was only one minor injury; that we only found out about later from the Flight Attendant. One lady slightly twisted her ankle while leaving the aircraft. EMB145 First Officer describes a blown tire event at rotation and the subsequent return to their departure airport.
Aircraft: B767
Phase of flight: Cruise
Anomaly: Aircraft Equipment Problem Less Severe

We were at our cruise altitude of FL370. That's when we noticed little brown lights coming from where the glare shield meets the windshield. As we were trying to determine what the problem was; a fire coming under the panel or where it was coming from. We started diverting and while the Captain was on the satcom that's when the windshield exploded and shattered. We decided to keep diverting because we did not know the structural integrity of the window. A short time after leveling off at cruise; the first officer saw a light flickering on the left side of aircraft where the top of the instrument panel meets the windshield. We discussed the potential fire hazard and possibilities of where it was coming from. Initially we thought it might be coming from behind [the] instrument panel. It looked like three or four embers glowing; there was no arcing on windshield. Thinking it was a potential fire hazard; we decided to divert and called dispatch on satcom to coordinate and utilize their help to determine suitable airport for proximity and weather. During discussion with dispatcher; the left forward windshield shattered. Because we were not sure if there would be further complications such as pressurization problems or more damage; we continued divert. I turned off windshield heat on left side. The dispatcher sent a new release shortly after we started our diversion. During descent I transferred control of aircraft to the first officer since my view was obstructed. ATC asked if we needed further assistance and I let them know we did not at that time and that we were making a precautionary divert due to shattered windshield. Once windshield shattered; there was no further concern about potential fire hazard. The embers that were glowing disappeared. There was no smoke or fire indication. B767-300 flight crew reported a failure of the Captain's windshield preceded by an apparent window heat malfunction. The crew diverted to the nearest suitable airport for landing.
Aircraft: LIGHT TRANSPORT; LOW WING; 2 TURBOJET ENG
Phase of flight: Cruise
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence

After reaching FL410 in attempt to avoid building convective activity; ATC instructed to descend and maintain FL340. Response was unable for weather. Controller asked if we were refusing to descend. I responded; 'No; Ma'am; we are unable descend due to weather for 25 miles.' There was a line of weather with tops indicating near FL500. We were on a 15 degree right vector to avoid weather and a descent in any direction would have been an unsafe decision. The weather was actively building and FL410 was not on top. We made the right decision to plan to maintain altitude rather than descend into convective activity. The Controller was not helpful whatsoever. This is a common route flown by our company and we understand ATC LOAs; however safety was compromised by this particular Controller's response to our situation. Many other aircraft were deviating and I don't believe she realized the extent of the relatively small; yet extensive line of thunderstorms and lightning on the Ohio-West Virginia border; likely west of her Center's airspace. A corporate jet crew at FL410 in weather with cloud tops near FL500 declined to descend into the weather for safety reasons and in accordance with ATC LOA's.
Aircraft: SMALL AIRCRAFT; LOW WING; 1 ENG; FIXED GEAR
Phase of flight: Landing
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway

I was making a normal approach to Runway XXR on a solo flight. Winds were about 220 @ 6 mph at the time. After I had turned to base; ATC inquired if I had turned to base. I informed ATC that I had turned to base and at that point immediately needed to turn to final. ATC asked the plane at taxiway to hold position. Glide slope was normal. I was on centerline and airspeed was 85 mph. Final approach continued normally and as I crossed threshold; I reduced throttle to idle. The airplane landed firmly but did not bounce. When the nose wheel came down; I perceived a violent shaking of the nose wheel. The airplane began heading to the right side of the runway and I attempted to correct as normal. However; my corrections started a series of oscillations that grew in amplitude. The airplane was now headed in to the grass safety area after taxiway and I let the plane continue on its track for fear of flipping the plane. The airplane went into and out of the drainage ditch and came to a stop about 2-3 yards from taxiway X. I believe that one of the contributing factors to the event was task overload. This was my second solo flight and the additional load of ATC's inquiry; the follow on instructions to the other plane near my intended runway; and my focus toward the other aircraft may have used more attention than intended. I believe also that a greater emphasis overall on safe after landing roll would be good. In the FAA 'Airplane Flying Handbook'; after landing roll safety is addressed but does not receive the emphasis it deserves. Student pilot reported loss of control after landing resulting in the aircraft departing the runway. The Student stated that distractions; while on final approach; were a primary cause for the loss of control.
Aircraft: CITATIONJET (C525/C526) - CJ I / II / III / IV
Phase of flight: Descent
Anomaly: Aircraft Equipment Problem Critical

Upon starting descent from FL390 the amber boxed autopilot out of trim box appeared on both PFD's. After reviewing the abnormal checklist; the captain disconnected the autopilot and the aircraft made an uncommanded pitch up; which was arrested with manual control wheel pressure. Next; in the course of running the abnormal checklist the Captain discovered the pitch trim wheel was frozen and unable to be moved up or down with manual or electric trim. The Captain was able to maintain positive control of the aircraft using heavy forward pressure on the control wheel except for the brief moment when the autopilot was disconnected and we did not deviate from ATC instructions. Therefore; an emergency was not declared at the time.Upon reaching warmer air; around 11;000 MSL; the pitch trim freed up. A normal descent and landing at our destination airport followed. CE-525 First Officer reported the pitch trim wheel was frozen at the top of descent.
Aircraft: B737
Phase of flight: Climb
Anomaly: Aircraft Equipment Problem Critical

Climbing out at approximately 32;000 FT; a very loud bang was heard from the #1 engine. The #1 engine instruments all displayed engine failure. We declared an emergency; asked for a descent and vectors back to the departure airport; and made an uneventful visual approach. The 59 minute flight felt like 10 minutes and we made every effort to cover all the bases. The event went smoothly after careful and gentle communications with the Passengers and Flight Attendants. The Flight Attendant did a marvelous job; and as Captain; I am running the event over and over; certainly there are details we could have done better. All in all; it was gratifying to see our training kick in and support the decisions and actions that had to be made. We heard a loud bang and immediately noticed that the number one engine readings were abnormal. Most notably; the EGT gauge was showing an over temperature and a red indication. We made one attempt to restart the engine using a Crossbleed start descending through 17;000 feet. This was unsuccessful. We completed the Engine Failure; One Engine Inoperative Approach and Landing checklists and landed. A B737-700's number one engine failed in flight at 32;000 FT; an emergency was declared and the flight returned to the departure airport.
Aircraft: J3 CUB
Phase of flight: Cruise
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Fuel Issue; Inflight Event / Encounter Loss Of Aircraft Control

While training a student pilot in ground reference maneuvers and lazy eights; we suffered a complete loss of power. engine restart procedures were executed and were unsuccessful. Our area of operation is in a humid coastal area. We are well versed in the use of carb heat and many times it is on for most of the flight. It was on continually this day. The area that we use for this training has many good hay meadows and pastures to complete a forced landing. Our landing was very good and we were able to land our Piper j3 with no damage or injuries whatsoever. We used less than 1/2 of the field to execute the forced landing.After the landing and securing the aircraft it was noticed that we had several areas below the carburetor where fuel was continually dripping out of the airbox in substantial amounts. We assumed the carb float was stuck and flooded the engine out.After disassembly of the Stromberg carburetor in the shop we found a good amount of small gray beads and flakes in the float bowl that could be easily crushed into a powder. one of these beads was lodged in the carburetor main fuel jet cutting off the fuel flow to the carburetor venturi. In maintenance during the [previous] annual the carburetor fuel bowl plug was removed and the fuel that was captured was visually inspected for contaminates. There were none. during an inspection of the disassembled carburetor after the forced landing it was found that this drain is not the lowest point in the fuel bowl and the only way to really be sure that all of these contaminates are out is to disassemble the carburetor. We also checked the carb fuel screen and it was clean. The gascolator had a small amount of what appeared to be rust and aluminum flakes in it but not enough to cause any issue. We purchased a lead test kit and tested the gray particles from the float bowl. They were found to be lead. We have been running nothing but locally sourced 100LL fuel for the past year. This event seemed to be a big enough deal that it was worth sharing to possibly prevent others from suffering a forced landing due to a similar issue. J3 Instructor reported that contaminated fuel resulted in a loss of engine power followed by a forced landing.
Aircraft: EMB ERJ 135 ER/LR
Phase of flight: Taxi
Anomaly: Ground Event / Encounter Other / Unknown

The taxi lights in RIC were upgraded to LED lights at some point over the last 3-4 years. The problem is; these lights aren't able to dim. When it is pitch black outside; it is very annoying and difficult to taxi with extremely bright taxi lights. The green taxi centerline lights are the worst. I have asked the Controller numerous times if they could dim them and have always been told that they are either not able to dim or they are already on the dimmest setting. I remember reading the FAA's Airplane Flying Handbook as a private pilot and it explained the need to let your eyes adapt to darkness and the keep them adapted. The bright taxi lights are an unnecessary hazard. While they might not directly cause an accident they are more than capable of being another link in the accident chain. Is there any way that these lights can be dimmed? EMB-135 Captain reports RIC has LED taxiway lights which are too bright; creating a hazard; and Controllers are reportedly unable to dim.
Aircraft: CITATION EXCEL (C560XL)
Phase of flight: Final Approach; Landing
Anomaly: Conflict NMAC

On 3 mile final to Runway 19 at TEB I saw a drone approximately 200 feet below us and 1/4 mile in front. We passed over drone without deviating from localizer or glideslope. Reported drone immediately to Tower. He responded that this is second sighting in 2 days. Drone was a twin rotor dark colored aircraft about 2-3 feet in length. It was in straight line with Runway 19 approach course. It appeared to be hovering then moved toward us on a 015 heading. CE-560XL Captain reported a NMAC with a UAV while on final approach.
Aircraft: CRJ900
Phase of flight: Cruise
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy

While in cruise at FL340; ARTCC advised us that we were 5-6 miles off course. Upon hearing this; I noticed the FMA showing we were in HDG mode. ARTCC cleared us to turn back left and rejoin QXXX and we did. No other issues were noted. I was Pilot Monitoring for the flight and allowed myself to not be watching the FMA for a bit of time after level off at cruise altitude. I was looking at fuel calculations since ZZZ had weather all morning and was expecting to be slowed and possibly hold in route. I was noticing some discrepancy in my calculations based on fuel flow numbers and was looking into that. My MFD was on MFD advance (not FMS plan map) and my attention was diverted from monitoring the aircraft. I had chosen to do this once cruise flight was reached. The autopilot was on; and FMS was the active lateral mode. At some point; HDG mode became active. I hadn't noticed this selected and there was no reason for it to be selected as we had been on our FMS course and were not assigned a heading. I honestly do not know how HDG mode became the active mode. Alas; I was too distracted with fuel calculations and should have been watching the FMA closer.Even when busy with other items; in the future I will not turn my attention away from the FMA for so long. CRJ-900 Captain reported becoming distracted while performing a fuel calculation; resulting in a navigation error.
Aircraft: B747
Phase of flight: Cruise
Anomaly: Aircraft Equipment Problem Less Severe

At about one hour into our flight; I had begun my rest in the bunk when I heard a bang similar to someone dropping something in the cockpit additionally the light in the crew rest momentarily went out and back on. The Captain alerted me; and I return to the cockpit to find numerous EICAS messages. The other FO [First Officer] was flying without autopilot or auto throttle. The Captain and I evaluated the messages and began to work the QRH for those messages. We discovered that the AC Number 3 and Number 4 DIST circuit breaker (35 amp) had tripped we did not reset. After completion of the QRH items we made the decision to return to ZZZZ. The other FO and I swap seats and I resumed duties as pilot flying. The flight was then vectored to a holding point to dump fuel to achieve our landing weight. We landed at ZZZZ without further incident. Crew executed good CRM and no recommendations could prevent in the future. B747-400 First Officer reported an AC electrical system malfunction which resulted in a return to the departure airport.
Aircraft: C210
Phase of flight: Landing
Anomaly: Ground Excursion Runway; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence

While landing on Runway 3; after touchdown which was normal; I encountered a sudden; unexpected gust of wind that swerved the aircraft to the left before I had a chance to correct with right rudder. ATIS was calling wind at 300/12; although the surface winds had been gusty all morning. The aircraft went left off the runway and came to a sudden stop in the farm field mud.The aircraft sustained damage to the prop and; as a result of the strike; required an engine teardown and inspection. I was alone and unhurt and there was no property damage. Contributing cause might have been my low blood sugar causing my slow reaction to using opposite rudder; I had had a light breakfast that morning; but had been waiting all day as maintenance work was being performed. During the landing rollout an unexpected gust of wind struck the reporter's C210 pulling it to the left and off the runway resulting in a prop strike.
Aircraft: A320
Phase of flight: Descent
Anomaly: Deviation - Altitude Overshoot; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance

We were cleared to descend via the PURRL2 RNAV STAR into DEN and were told to expect Runway 35R. As the pilot monitoring; I set 9;000 feet in the altitude window and the pilot flying engaged the managed descent mode and we started our descent. Just prior to crossing the waypoint DANDD; the pilot flying was entering data into the secondary flight plan in the hopes that we would be approved to land on Runway 35L. He accidentally activated the secondary flight plan which dumped the PURRL2 STAR and the airplane failed to make the required turn at DANDD. Also; because the altitude window still had 9;000 feet the airplane continued to descend. The pilot flying is very new to the Airbus (still a high minutes Captain) and he struggled to identify what had just happened. He was attempting to re-load the arrival into the FMC when I noticed what was going on and asked him what happened. He replied that he didn't know what happened but I could see that the RNAV arrival was no longer loaded in the FMC and that the airplane was no longer flying the PURRL2 as we had been cleared. I took over FMC programming duties as the Captain placed the airplane in heading mode in an effort to return us to the course but ATC called us stating that we were 2 miles north of course. By this time; the PURRL2 Arrival had been successfully re-loaded into the FMC but we failed to identify that the airplane was still descending below the constraint on the arrival. Once again; ATC called to state that we were below the required altitude and they vectored us off of the arrival giving us a heading and altitude to fly. The entire deviation lasted approximately two minutes but enough time to fail to make a required turn and fail to level off at the correct altitude. The remainder of the arrival to Runway 35R was uneventful. A320 First Officer reported track and altitude deviations occurred on the PURRL2 RNAV arrival into DEN when the FMC was accidentally mis-programmed.
Aircraft: B757
Phase of flight: Parked
Anomaly: Deviation / Discrepancy - Procedural Weight And Balance; Deviation / Discrepancy - Procedural Published Material / Policy

I received an ACARS from the Captain that stated: 'FUEL IS 14.5/27.1/14.6.'. He then called to state that he received a final weight and balance with wrong fuel numbers. He stated that when he receives a weight and balance with correct fuel numbers he will depart. I phoned the Ramp and told them that I received an ACARS with corrected fuel numbers. I also asked him if he had verified fuel numbers. He stated that the Ramp Agent was at the aircraft now. I then tried to clarify by asking 'So you sent a final weight and balance without verifying fuel numbers?' He responded that the Ramp Agent was on her way to the aircraft. I checked the ACARS playback and saw that a final was sent with incorrect fuel numbers of 14.6/24.1/14.6. B757 Dispatcher reported a weight and balance miscommunication concerning fuel.
Aircraft: C172
Phase of flight: approach
Anomaly: Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence

I believe the main cause of the problem was I lost control of the aircraft when I was following vector heading direction. I was completely in the cloud for 10 to 15 minutes. I got disoriented and the plane was descending and I was able to recover from the unusual altitude when I see the lights from the city at about 3;000 feet. Luckily; NORCAL Approach was able to amend me with VFR. I requested to head to Embassy Suite VFR check point to avoid from busy SJC airspace. Controller was kind enough to accommodate my request. Finally; I landed airplane safely. C172 pilot reports becoming disoriented in IMC and being assisted by NCT with vectors to a safe landing.
Aircraft: LIGHT TRANSPORT
Phase of flight: Taxi
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy

On taxi-in at ORD; just east of gate there was a vehicle crossing Taxiway B and A. We were taxiing north on Taxiway B. Upon reaching this vehicle crossing; there was a tow truck proceeding across Taxiway B. Air carrier tug; Vehicle #X was behind the tow truck and it appeared they were not going to stop. I advised the Captain of the approaching vehicle; he proceeded to come to a complete stop. The driver of the vehicle looked directly at us; but continued across the taxiway. Had the Captain not stopped the aircraft; a collision would have occurred. ORD Ground Control was advised of the encounter.I believe the tug operator saw the tow-truck proceeding across the taxi-way and followed in suit. Ground vehicle operators are looking for very large aircraft; not small aircraft like ours at ORD. This particular vehicle crossing has proven to be very dangerous. Light Transport Captain reported a ground conflict with a vehicle during taxi-in at ORD airport.